You’re probably right. I accepted what the original caption said without paying attention to the armament layout.
IIRC it is a doped patch over the flare chute.
That’s absolutely correct!
I guess it had to do with aerodynamic efficiency (extra thrust) which increased with each exhaust modification. Please note that there were two production three-stack manifolds, Mk. I-pattern and Mk. V “fishtail” exhausts. Additionally, several more variants were tried on the Spitfire prototype.
Six-stack exhausts gave more thrust to the cost of more noise and glare. Up to the Mk. V development the Spitfire was supposed to be able to operate an night, so exhaust glare was considered to be a serious issue.
Thanks for all the replies. To me it would only seem logical if the very reason for Supermarine’s purchase were the commercial flying boats.
Surprise came today when I found the following at the pages of Spitfire Society (http://www.spitfiresociety.demon.co.uk/supermar.htm)
In 1928, with Supermarine showing itself to be an aircraft company to be reckoned with, but with some financial difficulties, an offer was made by Vickers (aviation) Ltd to partner Supermarine in the development of high speed flight. Consequently the company became Vickers Supermarine Ltd. of Woolston, Southampton.
With the new Rolls-Royce ‘R’ engine put into a redesigned S.5 aircraft a new plane was built and called the S.6. On the 7th September 1929, at Calshot, at least a million people saw the S.6 win the Schneider Trophy race for the second time in a row for Britain. One more win and the trophy would be Britain’s to keep.
After problems with the government withdrawing their support for the air race followed by the society of British Aircraft Constructors it looked like Supermarine would not have the financial backing required to build a contender for the 1931 Schneider contest. Fortunately the highly patriotic, very flamboyant and, more importantly, rich Lady Houston stepped in with a cheque for £100,000 for the British contender. This was very important not only for the Schneider Trophy but also for Supermarine’s and Mitchell’s study on high speed fighters for the Royal Air Force.
This text suggests that by 1928 Supermarine had financial difficulties due to their participation in high-speed racing, but Vickers came in to support just that programme.
Another interesting detail is the mention of the Government supporting the development Schneider racers financially. And who were the society of British Aircraft Constructors?
It would seem that the jury is still out on this one. :confused:
Mystery solved. A friend pointed me to The Seafire – The Spitfire that went to Sea by David Brown, and it’s all described there. Indeed, pecking of the propellers on Seafires was the single most common cause of aircraft unserviceability under large operations. It was particularly so at Salerno, where, as is known, 40% of the 120-or-so participating Seafires were damaged in deck accidents only during the first day of the landings.
HMS Hunter initiated the surgeries during that operation by sawing off 2in off the blade tips on their Seafires. The trick worked: the serviceability rate at the Hunter improved and the pilots didn’t report any serious effect on performance.
Later on, it was apparently made standard practice to crop the propeller blades as much as 6in (!) from their original length. While most carriers used templates to crop the blades evenly, HMS Implacable’s repair crew used to trim only the damaged blade, up to the limit of its yellow tip. A hacksaw and a file was used. After the surgery, the pilot flying the machine run an engine check revving up to full power to see if the vibration resulting from propeller imbalance was acceptable. If it was not, another blade was cropped and so on, until the pilot thought that he could fly the aircraft.
I thought that this will be of interest to some.
Yes, I’m a modelling addict, but sadly it’s been long since I found an Airfix kit that was really worth building… see my story here:
http://www.spitfiresite.com/blog/2007/12/airfix-flies-again-how-high.html
New scheme for MK356?
I agree about the cowling panels being silver rather than camouflaged, this area (the tank cover) was often covered with massive fuel stains which caused various discolorations, and these would be dark on silver aircraft.
As for the natural metal finish: for me there is a distinct possibility that the original aircraft was painted silver rather than stripped to bare metal. It is true that silver lacquer and bare aluminium look very different, and judging from the photo it’s not an NMF we see here. Of course, the image is very grainy but the reflections over the surface are rather subdued and there is no tonal difference betwen the ruder and the rest of the airframe, which would be indicative of the NMF. This, I think, should at least allow the possibility that the aircraft was painted silver.
Silver paint would explain other clues, for example the dark canopy frame. It would be easy for the folks at the paint shop to detach and leave off the frame – it was cumbersome to mask. Germans did a similar thing with canopy frames of their late-war fighters (albeit already in the factory).
Apparently, they had quite a promising designer.
This is also what I’ve read somewhere, but I wonder how much true there is to this statement. Was Reginald Mitchell sufficient reason for purchasing the entire company and then waiting six-eight more years for their first mass-production contract?
Absolutely fantastic. Good to have a flying Mk. I again!
Bearing in mind that one must take recollection of places, dates etc.with pinch of salt when reading memoirs, the Hadley book suggests that the general order would have been slightly later than Salerno – probably Feb-March 1944. 822 departed for Madras in January 1944, and the squadron had flown its Barracudas to Ulunderpet and been stationed there a little while when the order was received. ‘They dealt us a pretty crippling blow early on by sending a signal to the stores department at Coimbatore: “Owing to the fact that the propellers of Barracudas have been known to strike the deck during deck landing three inches will be sawn off the tips of each blade”. The zealous stores officer set about his task at once… No sooner had he finished than another signal came singing through the air: “Re the last signal, for Barracudas read Seafires”.’
A ‘field mod’ at Salerno that became official a few months later?
Were the slightly longer-nosed Seafire IIs and IIIs affected more than the MkIs?
Thanks, XN923. That’s a most useful piece of information. I’m not sure if there was a difference between Mk. I, II & III Seafires in this respect. In 1943, Supermarine made a thorough investigation into the faults of Seafire II/III and their report (written by Jeffrey Quill) states that the placement of the hook under the fuselage was largely to blame for producing a torque which caused the aircraft’s tendency to tip over upon landing. Quill recommended the sting-type hook similar to the one used on US aircraft and as is known, it was later incorporated on Seafire XV.
I once read of a Barracuda unit in Ceylon being told to crop the their prop blades. The following day, and after the job had been completed, a further order arrived stating, “For Barracuda read Seafire.”
Oops. 😀
Best wishes
Steve P
That’s interesting, because it might indicate that cropping the props could have been done systematically rather than accidentally. If it was indeed the case at Salerno (as my source claims), it would have involved one of the following carriers and units:
886 Sqn HMS Attacker Seafire IIC flight
879 Sqn HMS Attacker Seafire IIC
808 Sqn HMS Battler Seafire IIC
807 Sqn HMS Battler Seafire IIC
834 Sqn HMS Hunter Seafire IIC
899 Sqn HMS Hunter Seafire IIC
894 Sqn HMS Illustrious Seafire IIC
880 Sqn (Canadian) HMS Stalker Seafire IIC
809 Sqn HMS Unicorn Seafire IIC
887 Sqn HMS Unicorn Seafire IIC
897 Sqn HMS Unicorn Seafire IIC
Still looking for more clues.
/Martin
The Spitfire Site
If copyright expires after 50 years then it appears anyone who acquires copies of photos from the AJ Jackson collection (from whatever source) can use them at will provided they can establish that the original picture was taken over 50 years ago. If the aircraft pictured was scrapped / written off over 50 years ago then proving the age of the original photo would be easy.
In my opinion your interpretation is correct except for the duration of the copyright. It is only for Crown Copyright that the protection of the image applies for 50 years from the year the picture was taken. For all other photographs in the UK, including those taken by professional photographers and individuals, the work is copyrighted for the life of the author plus 70 years. For example, I believe that this would be the case with Charles Brown collection in the custody of RAF Museum.
Greyer heads may recall the nonsense of the 388th BG pictures that I scanned from an album held at the Swan Inn at Coney Weston. Taken by a US serviceman on duty in 1943 they were well out of copyright, but there was all manner of whinging from various directions in case the low res images I posted here were used by unapproved authors without permission. Now if you check the 388th web site you will see there is some odd ‘copyright’ notice that seems to imply the creation of a ‘new’ copyright since the expiry of the old one and to somebody who was not the creator.
A action wouldn’t stand an earthly under UK law as I understand it, but apparently works in the US.
In fact similar practices are fairly widespread around the world, only manifesting themselves in different ways. Many image agencies, museums, archives and private collectors have large stocks of pre-WW2 and WW2 images which have either already passed to public domain or will do so in the next few years. These have traditionally brought steady revenue to these organisations, meaning that there is an incentive in preventing or delaying their use in public domain. Some of these institutions try to limit user’s rights in other ways than copyright. One example would be requiring you to sign a form to get access to images, asking (in a legally binding way) to specify how you intend to use the material – and be charged accordingly. Another would be banning the copying of the material entirely, such as in the aforementioned cases. The third approach is making an impression that posessing a negative, high-resolution copy or similar entitles the owner to some special ‘new’ copyright.”
Purely an observation of course but, who owns the copyright if someone has taken eg a digipic of an original, especially where retrieval systems are concerned and the item can be downloaded to a computer but deleted from your card reader/sim card.
My 2 pennies here. Mere reproduction of a work does not usually mean that author of the copy gains any rights over the copied image or document. In US this has been tried in court in the publicised case of Corel vs. Bridgeman Art Library, which curiously involved also interpretation of the British law. The case itself was the result of Bridgeman Art Library questioning the right of Corel Corporation to reproduce high-quality photographic slides that the Library had made from original paintings which were in the public domain. The court established that the labour and judgement involved in the creation of a high-quality photographic copy of an image does not constitute new work subject to own copyright. There’s a good Wikipedia article on this case, but you will see that it really does not bring definitive answers to anything.
That’s more about the grey zones of copyright.
/Martin
The Spitfire Site
Quoting Crown copyright
I was told that any Crown Copyright photo did not require permission to be used if it was older than fifty years BUT I had to acknowledge that it was Crown copyright in the book.
Ar you certain? With the expiration of CC the photograph is no longer copyrighted. This effectively means it enters the public domain (although it is by no means self-evident interpretation). It’s true that the expiration of copyright does not mean that the author’s intellectual rights, such as having his/her name credited with the photo, no longer apply. However, maybe it’s the original author of the photo that should be credited and not the CC.
The same applies for images comissioned by companies.
Properly crediting old photographs is a known pain in the … for archivists, and archives are frequently fairly liberal in their interpretations (see your LW example credited to CC. Wikipedia has a Charles Brown photo of Spitfire MK XII credited as a “work of US government employee”, just because the copy of the image was obtained from US public archive!)
Any further input would be appreciated. I’m still sorting out details of copyright legislation, and there seems no end to it.
/Martin W
The Spitfire Site